Railway construction-car.



W. R. BELL.

RAILWAY CONSTRUCTION CAR.

APPLICATION'FILED AUG.3. 1917.

Patented Jan. 22,1918.

3 SHEETS-SHEET I.

W, R. BELL.

RAILWAY CONSTRUCTION CAR.

7 APPLICATION FILED AUG-3.1917.

Patented Jan. 22,1918.

3 SHEETS-SHEET 2.

LQMLEQS.

W. R. BELL.

RAILWAY CONSTRUCTION CAR. APPLICATION FILED AUG.3. 1912.

LQM SW. Patented Jan. 22,1918.

3 SHEETS-SHEET 3.

VAR Baa/i.

onrrnn snares rarnn'r opinion.

WILLIAM R. BELL, OF DUNI-IAM, ALAIBAIVJIAv RAILWAY CONSTRUCTION-CAR.

Application filed August 3, 1917.

To all whom it may concern:

Be it known that 1, WILLIAM R. BELL, a citizen of the United States, residing at Dunham, in the county of Butler and .State of Alabama, have invented certain new and useful Improvements in Railway ConstructionGars, of which the following is a specification.

My invention relates to improvements in railway construction cars, of the type shown in Letters Patent No. 1,089,306, granted to me under date of March 3, 1914:.

An important object of the invention is to improve the construction of such apparatus in. general, with a view of rendering the same more efficient in fulfilling its function.

Other objects and advantages of the in vention will be apparent during the course of the following description.

In the accompanying drawings forming a part of this specification and in which like numerals are employed to designate like parts throughout the same,

Figure 1 is a side elevation of apparatus embodying my invention,

Fig. 1 is a transverse section taken on line l-1 of Fig. 1,

Fig. 1 is a plan view of the joints connecting the main beam and rails,

Fig. 1 is a transverse sectional View through one of the spacing beams,

Fig. 2 is a transverse sectional view taken on line 2-2 of Fig. 1,

Fig. 3 is a side elevation of rail holding means and associated elements,

Fig. at is an edge elevation of the same,

Fig. 5 is an end elevation of the structure shown in Fig. 2,

Fig. 6 is a plan view of the apparatus.

Fig. 7 is a transverse sectional view taken on line 7--7 of Fig. 1,

Fig. 8 is a side elevation of tension regu lating means for the endless chains,

Fig. 9 is a longitudinal section taken on line 99 of Fig. 8,

Fig. 10 is a detail section through a drawhead and associated elements being shown in elevation,

Fig. 10 is a transverse section taken on line 1() --1O of Fig. 8,

Fig. 11 is a vertical section taken on line 11-11 of Fig. 7,

Fig. 12 is a plan view of hoisting mechanism, and,

Fig. 13 is a side elevation of the same.

In the drawings, wherein for the purpose Specification of Letters Patent.

Patented Jan. 22, 1913.

Serial No. 184,330.

of illustration is shown a preferred embodiment of my invention, the numeral designates the body portion of the apparatus as a whole. This body portion is preferably formed in four longitudinal sections, includmg longitudinal beams 21, 22, 23, and 241. Disposed beneath the body portion 20 are trucks 25, 26, 27, 28 and 29, preferably five 111 number. These trucks have bolsters 30 to which are suitably pivotally secured bunks 31. These bunks are connected with the beams of the body portion 20, as will be more fully described. The numeral 32 designates coupling bars or poles (see Figs. 1 and 10). These coupling bars are provided at their ends with approximately U- shaped strap-irons 33, forming links for in sertion within draw-heads 34, and held therein by coupling pins 35 or the like. The draw-heads are rigidly attached to the central portion of the sides of the bolsters 30, whereby the trucks are suitably connected.

The rear ends of the longitudinal beams 21 are rigidly secured to the bunk 31 adjacent the truck 25, by means of U-bolts 36, straddlin the same and attached to the bunk The adjacent ends of the beams 21 and are slightly spaced, as shown in Figs. 1, 6, and 1 These, adjacent ends are connected by angle irons 37, spanning the space therebetween and secured thereto by bolts The horizontal flanges 39 of these angle irons are disposed upon the bunk 31 of the truck 26 and is connected therewith by bolts 40, attached to the bunk and operating within elongated slots 11. The adjacent ends of the beams 22 and 23, and the adjacent ends of the beams 23 and 2e are spaced in a similar manner and connected by angle irons 12, which are identical with the angle irons 37 and are secured to the bolsters 31, by means of the slot and bolt connection, described in connection with the angle irons 37. The rear ends of the beams 24: are rigidly secured to the adjacent bunk 31 by means of inverted U-bolts 13, similar to the U-bolts 36. It is thus apparent that all of the longitudinal beams are secured to the several bunks, and by virtue of the slot and bolt connections hereinabove described, a suitably flexible coupling between these parts is afforded thus enabling the car to travel over an irregular track or around curves.

As more clearly shown in Figs. 2 and 6, the longitudinal beams of the body portion 20 are rigidly connected by means of horizontal inner bars 44, disposed a slight disstate at this time that the endless chains 46 function as means for conveying cross ties longitudinally of the body portion 20 in either direction.

. Secured to and depending from the bars 44 are U-shaped brackets an, adapted to receive timbers 45, forming a trough, for the reception of spacing members 51., to be de scribed.

The numeral L9 designates spacing beams, which are adapted to be arranged upon the upper edges of the longitudinal beams of the body portion 20. I have shown two of these spacing beams f disposed upon the beams 21. These beams to are preferably detachably secured to the beams 21 by bolts or the like as shown in Fig. 1 permanently attached thereto, and adapted to enter apertures formed in the upper edges the beams 21. These spacing beams4l9 project upwardly beyond the endless chains 46, and the conveyed cross ties are stacked thereon,

and are thereby held out of contact with the traveling conveyor chains and in no way interfere with the operation thereof. the cross ties are continued to be loaded upon the several longitudinal beams, the spacing beams 49 will be placed thereon, as is obvious. The numeral 52 designates a cross tie stop or brace, suitably connected with the body portion 20.

The endless chains a6 hereinabove referred to, at their rear ends, (see Figs. 1, 6, 8 and 9) pass about sprocket wheels 53, secured to a transverse shaft Set. This transverse shaft is rotatably mounted within longitudinally adjustable bearings 55 and operate within elongated slots 56, formed in extension beams 57, suitably secured to the longitudinal beams 2a. The bearings 55 operate within an L-shaped guide-way 58, and are held against downward movement by a support-rail 59, carried by an angle iron 60, bolted or otherwise rigidly secured to the beam extension 57. Each bearing 55 is provided at its forward end with a lag or trunnion 61, extending within a compressible coil spring 62, receiving a lug or trunnion 63, formed upon ahead 64. This head is provided with a cylindrical opening 65, receiving a reduced cylindrical portion 66, of a screw 67. This screw has screw-threaded engagement within the ends of a U-shaped bracket 68, rigidly attached to the extension beam 57. A head 69 is rigidly attached to the screw 67 and serves to turn it. It is therefore apparent that by rotating the screws 67, the tension of the springs 62 may be regulated, thus regulating the tension of the endless chains 46.

The forward ends of the endless chains 46 pass about sprocket wheels 70. (See Fl 's. 1., 6, l2 and 13.) These sprocket wheels 70 are rigidly mounted upon a transverse shaft 71, journaled in suitable bearings 72, rigidly attached to the side beams 22. The upper portions of the endless chains 16 are ongaged and depressed by idler sprocket wheels 73, carried by a shaft 7%, journaled through stationary bearings 7 5. These upper portions of the sprocket chains also pass over idler sprocket wheels 76 carried by a transverse shaft 77 journaled through stationary bearings 7 S. r

The shaft 71 is provided with a large gear 79, rigidly secured thereto, engaging and driven by a small gear 80 rigidly secured to a transverse shaft 81, journaled through sta tionary bearings 82. Thetransverse shaft 81 has a large gear 83 rigidly secured therelo, engaged and driven by a small pinion 84, carried by the crank shaft 85, of the engine. This crank shaft is provided at its ends with cranks 86, having pivotal connection with pitmen 87, connected with the pistons operating within the cylinders 88, as is obvious. I prefer to employ an engine having a pair of cylinders 88 and suitable-means are provided whereby the engine may be quickly and conveniently reversed to drive the shaft 71 in opposite directions. Any suitable form of engine may be employed.

The large gear 79 engages and drives a small gear 89, rigidly mounted upon a transverse hoisting shaft 90. This hoisting shaft is journaled at its ends through bearings 92 carried by stationary transverse beams Rotatably mounted upon the ends of the shaft 90 are drums 94, having friction clutch means 95 ada ted when actuated to lock the drums to the shaft for rotation therewith. These drums have cables 96 connected therewith, and these cables serve to propel or draw rails longitudinally of the machine as will be fully described.

The numeral 97 designates an operators platform, arranged at the rear end of the longitudinal beams 21, and suitably secured thereto. This platform has connection with the beams 93 and supports the same.

Certain of the bunks 31 carry rail loading flanged rolls or wheels 98, preferably disposed in alinement with the drums 91. Each roll 98 (see Figs. 3 and at) is rotatably mounted upon a horizontal arm 99 of a vertical standard 100. This vertical standard -1s vertically adjustably mounted within a slot 101, formed in the end of the bunk 31. The standard 100 is provided with spaced openings 102, for receiving a pin 103, whereby it may be locked in adjustment at difi'erent vertical positions. The cables 96 (see Fig. 12) are attached to the "ails and the rails are drawn longitudinally of the machine and are supported by the rolls 98, during their travel.

As shown in Figs. 1 and 2, the numeral 10 1 designates a bunk arranged beneath the beam extensions 57. This bunk is rigidly secured to the beam extensions by inverted U-boltg105, as shown. The bunk 104 carries at its ends brackets 106 adapted for the reception of a transverse shaft 107, upon which are longitudinally adjustably mounted flanged guide rolls 108, for the reception of the rails which are being placed or loaded upon the car. It is obvious that the guide rolls 108 may be moved toward and away from each other.

The numeral 109 designates transverse bunks and I have shown two of these bunks. Each bunk 109 is rigidly secured to its adjacent side beam, by an inverted Ubolt- 110. (See Figs. 6 and 11). Rigidly secured to the bunk 109 are supports or blocks 111, having vertically arranged openings for the re- .OlJlJlOll of the vertical arms or approximately U-shaped members, including horizontal portions 112. The vertical arms 113 of these members are apertured for the reception of pins 114: whereby the members may be locked in adjustment at different vertical positions. Rotatably and longitudinally adjustably mounted upon the horizontal portions 112 are grooved rolls 115, which are adapted to receive thereon the rails. The rolls 115 are adjustable toward and away from each other.

Each bunk 31 carries a rail supporting and holding device 116 comprising rigidly connected spaced plates 117, having a rail receiving pocket or cavity 118 formed therein. The plates 117 are provided at their upper edge with inwardly projecting flanges 119, contacting with flanges 120, formed upon track rails 121, rigidly secured to the bunk 31. It is apparent that the de vice 110 is adapted to be moved longitudinally of the bunk o1, to assume an inner position out of the way. A standard 122 adapted for cooperation with the device 116, for receiving and holding rails and this, standard is removably mounted within openin gs 123. formed in transverse strips 124 disposed between and rigidly attached to the plates 117.

Arranged between each pair of plates 117 is a roller 125, carried by a shaft 126, journaled within openings in strips 127, fixed to the plates 117. It is thus apparent that the raihmay be readily discharged from the rolls 98 into the passage inwardly of the standards 121, and will be guided thereby into the cavity 118. \Vithin these cavities the rails are supported by the rollers 125 and may be moved therefrom by a longitudinal movement.

Depending from the bunk 109 are brackets 128, between which are guide rolls 129, pivoted thereto. These guide rolls are adapted to receive the rails thereon.

As shown in Fig. 2, arms 130 are secured to and depend from the bunk 10a and these arms have guide rolls 131 pivoted to the lower ends thereof. The rolls 131 have outer flanges 132, but their inner ends have no flanges, thus enabling the rails to be pushed off of such inner ends. The rolls 181 are adapted to receive the rails thereon.

The operation of the apparatus is as follows:

In loading cross ties the same are placed upon the take up end of the endless chains 16, and are conducted thereby to the rear end of the machine. The spacing beams 49 being in place, these cross ties may be taken off of the endless chains +1.0, as they approach the spacing beams, and stacked thereon. It is obvious that the opposite of this operation takes place when unloading cross ties.

To load rails, the cables 90 are connected with the rails, and the drum 9 1 locked to the shaft 90 for rotation therewith. The drum will then wind the cable thereon and the rail will be drawn longititidinally toward the rear end of the machine. Such rail will he conducted upon the guide rolls 108 and 115 and then upon the rolls 98. When the rail is brought to the desired position, it is disconnected from the cable and thrown into the passage or pocket 118. To unload a rail, it moved longitudinally through the holding devices 116 and travels upon the roll 129 and roll 131.

It is to be understood that the form of my invention herewith shown and described is to be taken as a preferred example of the same, and that various changes in the shape, size, and arrangement of parts may be resorted to without departin from the spirit of the invention or the scope of the subjoined claims.

Having thus described my invention, I claim:

1. In a construction car. a body portion, end trucks, a plurality of trucks disposed between the end trucks, means for rigidly connecting the body portion with the end trucks, means for forming a loose pivotal connection between the body portion and the intermediate trucks, an endless conveyer carried by the body portion for supporting and transferring cross ties, and means carried by the body portion to drive the endless conveyer.

2. In a construction car, a body portion comprising longitudinal end brains and a plurality of intermediate longitudinal beams, plates connecting the adjacent ends of the beams and provided with longitudinal slots, end trucks rigidly connected with the ends of the end beams, intermediate. ld'llUhS having pivot elements extending into lon ":udinal slots formed in the plates for affording a loose pivotal connection, an endless conveyer carried by the body portion, and means carried by the body portion to drive the endless conveyor.

3. ln a. constructitni car, a Wheeled body portion, a drum supported by the body portion.'a cable to be Wound upon the drum and to be connected with a rail to be con- \'e '-.'c l longitudinally of the body portion, a plurality of rolls carried by the body portion and adapted to convey the rail toward the drain, and a plurality of transversely adjus'able rolls carried by the body portion and arranged near one end of the set f first named rolls.

In a construction. air, a Wheeled body portion, a drum supported by the-body portion, means to drive the drum, a cable to be sound upon the drum and to be connected with a rail to be conveyed longitudinally of the body portion, a plurality of vertically adjustable rolls carried by the body portion and adapted to convey the rail toward the drum, and a plurality of transversely adjustable rolls carried by the body portion near one end of the set of first named rolls and adapted to be shifted substantially horizontally and transversely with respect to the body portion.

In a construction car, a. Wheeled body portion,v a. drum supported by the body portion, means to drive the drum, a cable to be \vound upon the drum and to be connected With. a rail, a longitudinal set of rolls carried by the body portion in substantial alincinent with the drum, transverse shafts carried by the body portion and arranged near one end of the set of rolls, and rolls longitudinally adjustably mounted upon the transverse shafts.

(i. In a construction car, a wheeled body portion, spaced endless chains carried thereby, means to drive the chains, spacing members adapted. to be arranged upon the body portion in proximity to the chains and to project above the chains for a substantial distance, and a trough connected with the body portion and arranged between the endless chains to receive and hold the spacing members.

7. In a construction car, a Wheeled body Oopies or this patent may be obtained for five cents each, by addressing the Commissioner of Batents,

portion, a transverse shaft arranged near one end thereof, bearings receiving the ends of the shaft, longitudinal guides secured to the body portion and receiving the bearings which are adapted to move longitudinally thereof, yielding means to oppose the movement of the bearin in corresponding directions, adjustable means to regulate the tension of the yielding means, and an endless conveyor extending longitudinally of the body portion and driven by the transverse shaft.

8. In a construction car, a Wheeled body portion, and a plurality of rail receiving and holding members connected with and depending from the. body portion and adapted to be bodily shifted transversely of the body portion.

9. In a construction car, a wheeled body portion, and a plurality of depending devices having slidable engagement With the body portion to be shifted transversely thereof and having openings for the reception of rails. 1

10. In a construction car, a wheeled body portion. transverse rails secured thereto, rail holding devices supported by the rails and adapted to be shifted longitudinally of the rails, and rail conveying means carried by the body portion and arranged near the rail holding devices.

11. In a construction car, a Wheeled body portion, transverse rails secured thereto, rail holding devices supported by the rails and adapted to be shifted longitudinally of the rails, removable standards carried by the rail holding devices and projecting up- .vardly therefrom, and rail conveying means carried by the body portion and arranged inwardly of and near the standards.

12. In a construction car, a Wheeled body portion, an endless conveyor extending longitudinally thereof, a transverse shaft connected with one end of the body portion and driving the endless conveyor, an engine supported by the body portion, transmission gearing between the engine and said shaft, a drum carrying shaft arranged near the first named shaft and receiving its rotation therefrom, drums carried by the drum carrying shaft, means to render the drums active and inactive. and rail conveying means for operating With the drums.

In testimony whereof I afiix my signature in presence of tWo Witnesses.

lVILLIAM R. BELL. lVitnesses O. A. LANE, L. M. LANE.

Washington, I). C. 

